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.....While describing a rally car is all very well, the only real test, as anyone knows, is to compete in an event. In order to fully evaluate our test vehicle, an entry was therefore placed in the Northallerton Single Venue rally. This event covered about 20 miles - eight stages or one stage run eight times, with only slight alterations; and thus ideal for assessing a rally car, as the route allowed different lines (approaches) to be tried at the same corner and/or in different gears. The stage (as we will call it) consisted of just over two miles of good quality tarmac with a few hundred yards of loose for good measure. Also present were just about every angle of corner and gradient.
If I said that I was a little apprehensive about the short wheel-base of this vehicle, it would be an understatement, but I must say my fears were completely unfounded, a nd at no time did the car feel as if it was going to change ends, something which is hard to understand considering the wheelbase is some three inches shorter than a Chevette, and I have always found the Vauxhall very quick to move about its centre axis.
Sitting in this Fiesta, one cannot help but feel that it's an Escort; a feeling that is perhaps brought about by the sight of Escort pedals and steering wheel. The driving position is dictated by the rather deep dish wheel, which in turn is mounted on a low angle column. What all this really means is that if you have long legs (like me) you have to sit well back, just to keep your knees down and out of the way. I don't know what happens if you also have short arms since sitting so far back rather hides the true length of the car.
With a standard 1600 BDA engine, starting is never a problem; the unit also reminded me just how smooth a competition car can be with an ordinary engine. Power was available from about 3000rpm up to 6500, even if the actual amount felt a bit limited. Maximum revs are set at 7000 and a good spread of what power there is, is available. The clutch was more than man enough for the job, in fact it was quite difficult to make a good start; and with good tyres in combination with very little power, it would have been extremely easy to stall. Once rolling, which is achieved by carefully controlled clutch slip, gear changing is an absolute dream, even second to third and back is as easy and simple as, say, first to second.
The gear ratios are about right, but with this type of power unit, many other ratios would also have done. The steering felt just about perfect, although perhaps a little more castor would have helped.
Handling proved to be fairly good, understeer being felt only on corners of over 90° when the power was insufficient to break away the back end. On faster corners the car felt really safe and controllable; it was also remarkably easy to set up for any type of corner, the amount of slide required being easily induced by a slight flick of the wheel. And as mentioned earlier, it never really wanted to spin unless the throttle pedal was suddenly lifted, whereupon it was quick to tuck in; a trait which is not only reassuring, but can rapidly be used to advantage if a corner is misjudged. On the loose section of the stage, which was far from smooth, the car still responded nicely, but seemed to have difficulty making headway. Why this should be, I could not quite establish, but before looking at the suspension, I would have liked to try some M&S tyres, SPR3s don't impress me on a very loose surface.
One of my first comments to the owner of the car concerned the amount of pressure required on the brake pedal in order to lock the wheels; and now, having driven the car, my opinions are unchanged, although one can get used to this type of arrangement; and after all it did avoid any tendency a driver might have to initiate panic lock-ups; but on the other hand, a careful choice of master cylinder would considerably reduce physical strain on a long event. The brake balance is easily adjusted but no dashboard control is fitted. The hydraulic handbrake, like the foot brake, would be better operated by someone with bionic limbs.
Instruments at first sight appeared to be fine for the job, but under rallying conditions proved to be misplaced, or perhaps my seating position was at fault. The rev counter was not easy to read and the oil pressure gauge was obscured by the steering wheel, as was the oil warning light by the key fob. A simple solution would be to swop the rev counter and speedo; exchange the temperature gauge with the oil pressure unit, and throw away the key fob.
One serious defect was the total lack of any form of fuel gauge. The position of the tank did not facilitate the use of a dipstick, so it was impossible to establish the exact contents of the fuel tank.
Some of the opinions I have expressed might give the wrong impression, but I was really very impressed with the vehicle and I have no doubt that given a two litre engine with about 230bhp and full access to a spring and shock absorber factory, this car could be a real winner, perhaps not on every occasion, but certainly on the tarmac roads of Ireland or perhaps a European pace note event. Needless to say, our performance on the Northallerton Stages wouldn't have won any of these rallies, but nevertheless we only lost about five seconds per mile to cars with twice the power, and but for the fuel pump stopping on one stage we would have finished well inside the top ten.
Of all the club rally cars I have seen and driven, this rear wheel drive Fiesta probably represents the best achievement of its kind considering when and how it was built, but while this car has turned some heads, and no doubt will continue to do so, I would see little point in copying this exercise as I don't think the finished car will be worth the effort in terms of results; remember, the rewards go to those who get there first.
CAR:
Ford Fiesta (rear wheel drive)
OWNER:
John Scaife
SPONSOR:
Gerry Rowley & Co. Estate Agents. Sunderland BODY: Standard steel shell: seam welded; fabricated inner wings and strut mounts; chassis rails; four link boxes, transmission tunnel; relocated petrol tank; Rallye Sport wheel arches and front spoiler. Perspex windows, rear alloy firewall and clear screen.
INTERIOR EQUIPMENT:
Safety devices 10-point roll cage, bucket and reclining seats. Electrip, plus usual safety and navigator's equipment. Britax full harness seat belts
SUSPENSION:
145lb x 1" front springs; Export Van rear springs. Bilstein dampers all round; rose-jointed TCAs (modified). World Cup cross-member. Four linked rear with 1600 Capri A/R bar.
BRAKES:
Front: G1 Ventilated discs (DS11s|;
Rear: 3-litre Capri drums (standard).
WHEELS:
Revolution 6½ x 13.
TYRES:
SPR3 and M&S 175 x 13 Dunlop
STEERING:
Auto quick rack and RS2000 column with extended steering arms.
ENGINE:
Type: water cooled four stroke, (four valves per cylinder).
Cylinders: Four in-line. Bore: Standard (Cosworth pistons).
Stroke: Standard capacity 1601cc
Camshaft type and position: standard twin overhead
Carburettors: twin 45DCOE Webers Exhaust
Manifolding: standard bore modified.
Exhaust System: 2½" bore single rear box, plus extra box (for road rallies), BMW modified
TRANSMISSION:
Rocket gearbox, shortened RS2000 prop shaft Gartrac thick tubed baby Atlas - 4.6:1; ZF LSD.
FUEL TANK:
Foam filled alloy tank, 10.5 gallons.
FUEL PUMPS:
Twin Rover pumps.
COOLING:
Allegro 175Occ radiator, alloy header tank.
ELECTRICAL:
Lucas competition loom and relays (fitted by Lucas]
OTHER FEATURES:
Marchal round headlamps and grille as for export cars.
KERB WEIGHT:
840 Kg (ready to rally).
BHP AS MEASURED AT WHEELS:
2500 rpm 37 bhp
3000 rpm 48 bhp
3500 rpm 62 bhp
4000 rpm 69 bhp
4500 rpm 77 bhp
5000 rpm 87 bhp
5500 rpm 92 bhp
6000 rpm 93 bhp
6500 rpm 95 bhp
(Figures by courtesy of MacDonald Racing).
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